Taximeter



March 3, 1931. B. H. TINGLEY TAXIMETER Filed Sept. 12. 192'? 7Sheets-Sheet l Y mw. 6 Mm T .VLH. WE C U R B ATTkA/EY B. H. TINGLEYMarch 3, 1931.

TAXIMETER Filed Sept l2, 1927 7 Sheets-Sheet 2 CI' lllllllllllllllllll ATToR/vg March 3, 1931. B. H. TlNGLl-:Y

TAXIMETER Filed Sept'. l2, 1927 7 Sheets-Sheet 3 /NVENTO/?. BRUCE H.T/NLEY A TTRNE Y B. H. TlNGLEY March 3, 1931 TAXIMETER Filed Sept. l2,1927 7 Sheets-Sheet 4 /NVE/VTI?. BRUCE/L T//VGLEY TTNEY March 3, 1931.B. H. TINGLEY TAXIIETER Filed Sept. 12, 1927 '7 Sheets-Sheet 5 ATTRNEYMarch 3, 1931. B. H. TINGLEY TAXIMETER Filed Sept. l2, 1927 7Sheets-Sheet 6 'IIIIIIIIIIIIIII' /N VEA/Tof?. BRI/cf. H. T/NGL E Y ATTORNEK B. H. TINGLEY March 3, 1931.

'7 Sheets-Shast 7 TAXIMETER Filed Sept 9/67LILIUB'/ 7 VvE/wol?. BRUCE H,T/NGL Y Arran/wry 45 Ti 1a- Patented Mar. 3, 1931 UNITED STATESvimxnazlar OFFICE BRUCE H. TINGLEY, OF DAYTON, OHIO, ASSIGNOR TO OHMERFARE REGISTER COH- PANY, 0F DAYTON, OHIO TAXIMETER Application ledSeptember 12, 1927. Serial No. 218,984.

This invention relates to an improved form of taximeter. Among theadvantages which might be mentioned are the simple construction,cheapness to manufacture, durability and accuracy.

One of the objects of the invention is to incorporate in a taximeter anovel gear box whereby the gear ratio may be readily changed to anyother gear ratio.

Another object of the invention is to provide a mechanism to totalizethe waiting time that the vehicle is employed.

Numerous other advantages will be noted in the following specificationin which Fig. 1 a front elevational view with the front plates removed.

Fig. 2 is a rear elevational view of the taximeter with the casingremoved.

Fig. 3 is a right end elevational view taken on the line 3 3 of Fig. 1looking to the left.

F ig. 4 is an elevational view on the line 4 4 of Fig. 1.

Fig. 5 is an elevational view on the line 5*-5 of Fig. 1 looking towardthe right.

Fig. 6 is an elevational view on the line 6 6 of Fig. 1 looking towardthe right.

Fig. 7 is an elevational view on the line 7-7 of Fig. 2 looking towardthe left.

Fig. 8 is an elevational view on the line 8 8 of Fig. 2 looking towardthe left.

Fig. 9 is an elevational View on the line 9 9 of F 2 looking toward theleft.

Fig. 10 is an elevational view on the line 10440 of Fig. 2 lookingtoward the left.

Fig. 11 is a plan View on the line 11-11 of Figs. 2 and 7.

F ig.'12 is a plan view on the line 12-12 of Figs. 2 and 7. f

Fig. 18 is a plan view on the line 13-13 of Figs. 2 and 7.

Fig. 14 a detail view of the actuating means for the units wheel of thefare drums.

Fig. i5 is a detail view of a part of the full .stroke mechanism.

Fig. 15 a detail elevational view of the oe ting cani resettingmechanism.

Fig. i7 a detail view'of the clutch shifting cam on the line 17-17 ofFig. 8, and

Fig. 18 is a detail sectional view of the cam actuating shaft on theline 18-18 of Fig. 9.

means of a collar 5.

Dri/ving oonnectz'fms to the vehicle mounted on a stud shaft 15 mountedin the base plate 6 of the taximeter. The gear 4 meshes with the gear 7mounted on a shaft 8 carried by a pivoted arm 9 held in position bymeans of a bolt lOYsecured to the base plate of the taximeter. A gear 11mounted on the shaft 8 is operatively connected to the gear 7 and drivesa gear 12 mounted on a shaft 13 which carries a screw 14. Each of thegears 4, 7 11 and 12 may be removedand other gears of different sizessubstituted therefor. The pivoted arm 9 provides a ready means to takecare of the change of size of the gear. When gears of diii'erent sizesare to be substituted the bolt 10 would be loosened so that the arm 9could be shifted into its new position and tl e bolt would thereafter betightened. The gear box housing 17 is secured to the base plate 6 so asto completely house the gears mounted below the base plate 6.

, The shaft 13 is journaled in bearings 16 secured to the sidewall 45which is in turn secured to the base plate 6. Above the base plate 6 andbelow the lowermost bearing 16 a ratchet 18 is secured to the shaft 13and a spring-pressed pawl 19 is mounted on a pin 20 to engage theratchet 18 and prevent 'the shaft 13 from rotating rearwardly. If thetaxicab is driven backwards the clutch members 2 and 3 over-ride eachother. The screw 14 meshes with and drives the screw gear 2l rigidlysecured to a shaft 22 hereinafter referred to as the road shaft becauseit receives its movement from the distance that the taxicab is driven.The shaft 22 has splined thereon two clutch members 23 and 24 having acollar 25 connecting the same, which collar is of smaller circumferencethan the clutch members providing a circular channel whereby the clutchmembers may be shifted as hereinafter described. Loosely mounted on theroad shaft 22 is a clutch member 26 connccted to a gear 27 by means oftie bars 28.

vso

'Ico

If the clutch member 23 `is shifted sor as to engage the clutch member26the gear 27 Will be operated. A clutch'member 29 is loosely mounted onthe road shaft 22 and is connected to a gear 30hy means of tie bars 31..When the clutch member 24 is shifted so as to engage Vthe clutch member29 the gear V30 willbe operated.V The gear 27 y is smaller than theimpossiblevfor all of said clutch inembersto be enga-ged at the sametime vIt is,` there-` Drive. fronti/71e clock mechanism The clocii 40 isa removable unit and consists of a clock casingcomprising an outer wall41, an innerv wall 42 and a wall 43. The walls 42 and 41V are connectedby tie bars 44 and thewall 43 is connected to vthe wall 41 by similartie bars. rEhe casing is removably securedto a wall 45 by means of studs46Vand 47 which receives screws 48 in the outer ends thereof, whichscrews pass through apertures inV the walls 42 and 43 respectively. Theclock mechanism housed Within the clock casingis conventional andconsists of a drum 49 housing a spring not shown) which drum earriesa`gear 5() operatively connected with an escapement mechanism '51. Thegear 56 also drives through'a trainof gearingr (not shown) a shaft 52which is operatively con-y nected witha shaft 53`by means of a universalljoint 54. The object of the universal joint is to take care of anymisalignment of the shafts 52 and 53, the shaft 52 being carried by theclock casingand the shaft 53 being journaled inthe wall'45 of thetaximeter. rlhe shaft 53 carries a gear 55 (Figs. 2 and 6) which drivesa gear `56 mounted on a stud shaft 57 carried by the sidewall 45. Thegear 56 mesheswith and drives a pinion 58 rotatably mountedon the shaft33. The pinion 58 is'provided with a pawl 59 (Fig. 18) which engages aratchet 60 mounted on a col- 'lar 61. A jumping cam 62 is rigidlysecured to said collar ,61 or is formed integral there-V Vwith and aratchet 63 is likewise secured thereto. The teeth on the ratchetf60extend in the same direction as the teeth on the ratchet '63. A pawl 64is carried by the gear 34 so as to drive the cam 62 from a moving part Yof the vehicle While the ratchet 60 drives the cam 62 from the clockmechanism.

cam.

The'gear ratio in the clock driving mecha.` nism is so related to thegear ratio in the mechanism driving from a moving part of the vehiclethat the clock mechanism is effective to drive the umping cam 62 whenthe vehicle is standing still and'when the vehicle is moving below acertain predetermined speed such as six miles an hour, for instance, butwhen the vehicle exceeds such a speed the pawl 59 simply'over-runs theratchet 60 and the effective driving connection is through thegear 34.Vice versa, when the speed is decreased the pawl 64 over-runs the teethof the ratchet 63 and the Vp'awl 59 engages the ratchet 60 and drivesthe cam 62.

V Fare Zvw/n actuating means The jumping cam' 62 Yis, as beforementioned, drivenby either a moving part of the vehicle or by the clockmechanism. sho-Wn in Fig; 10, the jumping cam has only 'one lobethereon, but obviously any num- Vber could be employed. The jumping camactuates a lever 65 secured` to a shaft 66 mounted in the Walls 39 and45 of the taXim# eter. The lever 65 is provided with a bearing block 86and with a roller 67. The upper end of the bearing block 86 isslightflattened as indicated at 68 so that the roller 67 engages theperiphery of thecam 62 untilthevnose of the cani has passed Vbeyond theroller, whereuponV the iattened part 68 ofthe bearinghbloclr engages theThe roller decreases friction as the cam rotates and theonly materialfriction Vbetween the lever 65 and the cam is after the roller 67 dropsoff the nose of the cam vandthe part 68 engages the cani.` This insuresthe lever being actuated at the exactly correct interval. A lever 69 issecured to the shaft 66 'so-as to move with the lever 65. The lever 69is pulled toward `the lcam by means of a spring 70 connected to theAupvper end ofthe lever 69 and .to the sidewall 39.k The lever 69 carriesan actuating 4pawl V71 (Fig. y14) which passes through a guide TheVplatevr 72 secured to the sidewall 39. pawl v71 is provided with aninwardly and forwardlyextending lug 73 which engages 'a ratchet 74carried by the fare drum 75 of-4 lovvest denomination. A holding pawl 76pivoted on a stud pin 77 and a spring 78 tends to hold the lug` 79carried bythe pawl 76 in'engagement with the ratchet74. The

pawl 76 extends upwardly beyond the lug tuate the ratchet 74 .and thefare drum, its

forward end Vengages. the Yupper end of the pawl 76 and inoves'the lug79 out of engage- Y ment with the ratchet 74 and the lug 7 3'thenengages the ratchet 74, rotating it one-tenth I of a revolution. Nearthe end of the for` ward movement of the pawl 71 its forward end hasrisen above the upper end of the pawl 76, it being' raised by means ofthe guide plate 72 engaging the lower sloping surface of the pawl 71 asclearly shown in F igflt, so that the holding pawl 76 immediatelyre-engages the ratchet 7 4 holding it against further rotation. Thisupward movement of the pawl 71 likewise disengages the lug 73 from theratchet 74.l As the cam 62 continues its rotation, moving the pawl 71rearwardly, the lug 73 overrides the teeth of the ratchet 7 a. A spring80 connects the pawl 71 with the lever 69 which spring tends to hold thelug 73 in engagement with the teeth of the ratchet 74 until the guideplate 72 disengages the same.

Suitable transfer mechanism is carried by levers 81 mounted on the shaft66. The transfer mechanism consists of the usual Geneva gears 82rotatably mounted on the shaft 83, which Geneva gears 82 cooperate withGeneva gears 84 carried by the adjacent fare wheels. The transfermechanism on the shaft 83 is normally urged toward the Geneva gears 84by means of the spring 85 connecting the upper end of one of the levers81. to a pin 87 on the sidewall. 39. The pin 87 serves as a stop for the'upper end of the lever 81 when the Geneva gears are brought into meshas hereinafter described. Inasmuch as the transfer mechanism isconventional further description thereof is not deemed to be necessary.

Flag shaft mccacmam,

The flag 88 is mounted on a shaft 90 in a bearing 89 secured to thecasing of the taximeter and at its inner ends forms a tongue firsttariff position. Vhcn it is in a vertical position below the flag shaftit is in second tariff position. When the driver has passenger herotates the flag in a counter-clockwise direction into its 90o positionand when he discharges the passenger he continues the rotation of thefiag to its 135o position and then returns it in a clockwise directionto vertical position to reset the mechanism as hereinafter described. Ifhe secures a plurality of passengers he moves the flag in acounterclockwise direction for 180O or to a point where the flag isdirectly below the flag shaft. Then the passengers are discharged hcrotates the flag in a clockwise direction to its original position.

The flag shaft 91 is provided with a holding cam 92. This cam engages abell. crank lever 93 pivoted on a stud `pin 94 carried by the sidewall39. The lever 93 is provided with a nose 95 which engages notches in thecam 92.

A spring 96 is connected to the other end of the bell crank lever 93 andto the wall 39, the spring holding the nose 95 in engagement with thecam at all times. The notches in the cam 92 are spaced apart at 900, 45and 45C respectively. `When the flag is in the upper position the nose95 engages the notch 97 and prevents. the rotation of the flag untilsufficient force has been expended to overcome the tension of the spring96. As the flag is rotated from its For hire position to its firsttariff' position the nose 95 rides on the periphery of the cam until itreaches the notch 98 which positions and holds the flag in exactly theright position. If the flag is then rotated to its 135O position thenose 95 will lie in the notch 99 and when the fiag is in its 180Oposition it will lie in the notch 100.

A short distance inwardly on the flag shaft from the cam 92 is a cam101.v When the flag is in its upper position the cam 101 is as shown inFig. 3. As the flag is rotated clockwise as viewed in said figure itengages a bell crank lever 102 pivoted on a pin 103 carried by a plate104 secured to the sidewall 39 by means of studs 105. The lever 102 hasa downwardly extending arm 106 carrying a roller 107 which is engaged bythe cam 101 as the fiag ymoves to its first tariff position therebyrotating the lever 102 in a clockwise direction and an upwardlyextending arm 108 of the lever 102 engages a bell crank lever 109pivoted on a pin 110 carried by the plate 10-1 rotating the lever 109 inan anti-clockwise direction so as to release the other end thereof froma pin 111 carried by a resetting segment 112 mounted on a pin 113carried by the wall 39. The forwardly extending arm of the lever 102engages an arm 114 of a flash 115 so that as the flag is moveddownwardly the fiash 115 is likewise moved downwardly Vso as to permitthe amount registered on the fare drums to be seen. As soon as the cam101 passes beyond the roller 107 the parts are retained in position bymeans of the pin :v

111 engaging the lever 109 and the lever 109 in turn engaging the lever102. When, however, the flag is moved to its For hire position or in ananti-clockwise direction as viewed in F ig. 3, the cam 101 rotates thelever 102 in a clockwise direction freeing the bell crank lever 109 fromthe pin 111, and simultaneously the forward end of the arm 106 engages apin 116 (Figs. 3 and 14) disengaging the pawl 76 from the ratchet 74 sothat the fare drums can be reset as hereinafter described.

The resetting means for the fare drums is best seen in Figs. 1, 2 and 3.The cam 101 engages a roller 117 on the resetting segment 112 when theflag is being moved from its vacant to its first tariff position androtates the resetting segment so that the segmental gear 118 carried bythe resetting segment is in its upper position. The segmental ,gear

y 118mesh-es with the pinion 119 on a stud shaft extending between theplate 104 and the Wall 39. f The pinion 119 is rigidly secured lt-o thesaid shaft 120 and a plate 121 is likewise rigidlysecured thereto, whichplate .car-

ries a spring-pressed pawl A122 which engages a ratchet123rotatablymounted on the shaft 120. A gear 124 is rigidly secured tothe ratchet 123, which gear 124meshes vwith a pinion 125 on a stud shaft126 and hassecured thereto a gear 127 which meshes with a gear 128secured to .the units fare drum 75. The` pawl 122 is engaged by acam-129 on one of the studs 105 when the cam 101 has completed vitsengagement with the roller 117. Y As the iiag is rotated from its vacantposiv'tion to its'irst tariit position the'eam 101 causes the segmentalgear 118v to be raised, thereby rotating Vthe fpinion 119 and plate121carrying the pawl 122, which over-runs the -ratchet 123 and causes nomovement to positionV andthe pawl 122 has engaged the cam 129 raisingthe nose oi2 the pawl out .of engagement withthe ratchet 123 so that thefare drums rotate thereby rot-et ngt-he gears 128, 127, 1.25 and 124, nomovement will be imparted tothe resetting segment'112, 1t the-Hag isthen. moved .to either its o or 180o position, the position of theseparts will notA be affected for the cam 101 would no longer beinengagement with theroller 117. Vhen, however, .the flag. is reset toHired position the cam 101 Awill engage the roller 107 as hereinbeforedescribed and will release the lever 109 from the lpin 111, and thespring 131 secured to thev resetting segment 112 will lower thesegmental gear 118 and rotate .the pinion 119 and disk 121, freeing thepawl 122 from the vcam 129 so that the pawl engages the ratchet 123,rotating the 124, gear127, pinion 125, and pinion 128, and resetting thefare drumsfto initial position. Any suitable stop mechanism maybeprovided lso as to stop the fare drums in reset position.

Full stro/70e mechmiefsm -ierence in one direction and with teeth 137yextending in theother. .direction tor the remainder of itscircumference, there being, however, gaps 13,8 and 139, inl which thereare no teeth. A double pawl 140 is mounted on the stud pin 94 and isprovidedgwith a slot 141 so that the pawlV 140 can have a slightup-and-down movement. T he pawl Y140 carries a Vpin 142 which engagesashii'ting arm 143. t'also carries a. detent 144`to .engage sion 146 andsaid pin,projeotsthrough'a lever 150 provided with a slot 151m which .isreceived a stud 152 carried by the sidewall 39.`

rlhe lower endlof thelever 150 is provided with a pin 153 Jto which issecured a spring 154 which is securedto the sidewall 39 by means` of apin 155.

As the is lowered .fromgvacentposition to iirst tariii' position thedetent 144 rides over the teeth 135, but it any attempt was made toreturn the flag to its upright position, Ysuch movement would beprevented. 1t vit is desired to discharge the passenger after theflaghas been moved to its first tariti' position the flag cannot bedirectly-rotated tol F or hire position but must be moved into its 135VQposition, at which time the lug 135 Vwould be slightly to the left ot.Jdie lug 147 and the detent 144 would lie in the gap 138. r1`he iiagcould now be returned to its vacant position for the lug 135 wouldengage the lug 147, moving the pawl 140 tothe rightand shifting thelever 150 sothat the pin 153 w'fould be to the lett ot the linejoining'the pin 155 with the stud 152, thereby holding the pawl in suchposition. The detent 144would thereby be removed Jtrom engagement withthe teeth`136 and the detent 145 would over-ride the teeth 137. 1f,atte-r rotating the flag shaftV from its 135O position to its 90Oposition, it should be desired to move it again toits 135O position orits o position, this can be done for the lugl 134 would be in positionto engage the lug 148 and to reversely shift the pawl 140 into theposition shown in F ig. 4. 1i" the flag is moved to the 180O positionthe lug 134 engages a nose 156 of' the shifting arm 143 and shifts thepawl 140 so that the flag can be returned to home position. henever thelugs 134 or 135 pass the lugs 147 and 148 it is neces'- sary that thepawl 140 should be lowered and this is permitted by means of the slot141. It is, therefore, apparent that the Hag can be reset at either its1350 position or its 1800 position and no others. 1t can, however, bemoved from vacant position to iirst tariii position andto either its1350 or 180O positions then back to first tarid and again into its 135or -180o positions. VThis is necessary where the rule that when there isonly one passenger the tairimeter should be operated on iirst tariff andwhere there are two or more passengers it should be operated on thesecond tariff. It is frequently the case that a person hires the cab,drives to a partys home and picks up a person there, so that the metershould be operated on first tari for a portion of the period ofemployment andron second tariff for the remainder or vice versa.

Uil/mich she' f tin g mechanism As before described, the clutch members23 and .24 can be shifted longitudinally of the shaft 22. The flag shaft91 has secured thereto a collar 157 which has a tongue 158 which engagesa slot 159 in a collar 160, which collar carries a disk-161. A camk 162is secured to the flag shaft.. The cam 162 :is provided with a camsurface 163 which extends higher than the cam surface 164, between whichextend a depression 165. A roller 166 carried by a lever 167 engages thecam 162 and is pivoted on a pin 168. The disk 161 is provided with twoapertures 169 and 170 spaced approximately o apart. rA lever 171 ispivoted on a shaft 172 extending between standards 173 and 17 4. Thelever 171 carries at its upper part a block 175 which can pass throughthe appertures 169 and 170, but would normally bear against either theright or the left side of the disk 161. The levers 171 and 167 areconnected by means of a spring 176 and a spring 177 attached to thelever 167 tends to pull said lever to the left as viewed kin Fig. 2. Thelever 171 is provided with a V-shaped ear 178 which bears against aroller 179 carried by the lever 167. The lower portion of the lever 171is bifurcated and carries rollers 180 which lie between the clutchmembers 23 and 24.

When the flag is in For hire position the roller 166 engages the lowercam surface 164 and the parts are in the position shown in Fig. 2. Asthe flag is lowered to its first tariff position the collar 157 rotatestherewith but the collar does not move for thel first 60O of suchrotation, there being that much lost motion between the tongue 158 andslot 159. During such 60o rotation the cam surface 164 has passed beyondthe roller 166 and the spring 177 causes the roller 179 to engage theear 178 and move the upper end of the lever 171 to the left, moving theblock 17 5 out of the aperture 169, so that as the disk 161 is picked upthe block 175 will be on the left surface thereof and the rollers 180have engaged the clutch member 23 shifting it intov engagement with theclutch member 26 so that the drive from the moving part of the vehiclewill be driven through the gear 27. No further action would take placeso far asy the shifting mechanism is concerned until the flag hasreached approximately its o position at which time the cam surface 163would engage the roller 166 shifting the lever 167 to the right and thespring 176 would pull the upper end of the lever 171 with it moving the'block 175 through the aperture 170 so that the block would lie on theright hand side of the disk 161. If the flag be now shifted to its 180oposition the block 17 5 would remain on the right hand side of the disk161. If the flag is returned to its 90O position the block would passthrough the slot 170 at approximately the .1050 position of the flag. Ifthe flag were again returned to its position the block 175 would lie onthe right hand side of the disk 161, but if it were returned to homeposition it 'Would pass through the slot 17 0 and lie on the left handside thereof. The function of the disk 161 is to prevent the possibilityof the clutch shifting mechanism being in a neutral position so that thedrive from a moving part of the vehicle would not be registered. In theconstruction shown, the cams tend to move the clutch shifting leverbefore the block 175 reaches the aperture 169 or 170, and when theaperture is reached it snaps through the aperture to instantly changethe clutch member 23 into engagement with the clutch member 26 or theclutch member 24 into engagement with the clutch member 29. This actionis almost instantaneous and prevents the parts being in a neutralposition.

The fiag shaft 91 is provided with a cam 181 which engages a roller 182on one of the levers 69 and a roller 183y on the lever 65. Thisengagementl only takes place when the iag is in For hire position, andthe cam thereby disengages the transfer mechanism from the fare drumsand holds the lever 65 so that it cannot be operated by the jumpingcam`62.

Total counters A plurality of total counters are mounted in a casing184. The counters appear through openings in the stationary` plate 185and behind this plate there is a movable plate 186 with similaropenings, the two plates vbeing connected by means of a spring 187.Normally the plate or Hash 186 is in depressed position so that theopenings thereinr will be out of alignment with the openings inthe plate185 and the counters cannot be read. Any suitable key operatingmechanism may be installed whereby the plate 186 is permitted to beraised by an inspector and when so raised the counter 188 is actuated,and therefore registers thc number of times that the flash 186 has beenoperated. The remaining counters with one exception are conventional.The counter 189 indicates the trips, counter 190 indicates the mileagethat the machine is operated with the iiag in improper position,counter' 191 indicates the extras in money, counter 192 indicates. thewaiting time, counter 193 registers the paid miles, counter 194registers the total fare and the counter 195 indicates the total miles.

Since the structure to operate these counizo ters is conventional it isnot deemed necessary to Vshow or describethe same. Y

'y The counter 196 indicates4 the waiting time while the vehicle ishired.V Vhile many .different devices might be employed which lwouldaccomplish this result the simplest idea appears to incorporateplanetary'gear-l m0.- .i v i A- t rwill be remembered lthat the gear 53(Fig. 6)'is driven by the clock. This gear drives a. gear 197 o n ashaft 198 mounted in thelsidewall 45, which shaft carries a pinion 199(Fig.V 9) which drives a gear 200v on theV shaft 33. The gear 200 issecured to a'toothed ring 201 which formsan orbit gear with the samepitch diameter as the gear 200. The shaft 33 has a'sun gear 202 securedthereto and betweenthesun gear 202 and the orbit gear 201r are planetgears 203 mounted onY pins 204 earriedby a disk 205, which disk issecuredto a collar 206 rotatably mounted on the vshaft rThelcollar'206'has secured thereto a. disk 297 carrying paw'ls208 whichengage a ratchet 209 mounted on a collar 210. Acam211 is also secured tosaid collar 210. It will be-noted` that the gear 199 isthe same size asthe sun gear 202 and that they rotate in opposite directions. f' If thevehicle is stationary and is employed the gear 202`is stationary whilethe gear 199 drives the gear 200 causing the planet gears 203 to travelaround the` sun gear rotating the disk 205 and driving the cam 211 bymeans of the disk 207, pawls208 and ratchet 209. If the vehicle .istraveling at such a low rate of speed that the gear 199 is traveling`faster than .the gear 202 the cam 211 will be similarly driven, but notat the same rateas when the vehicle is standing still. hour the roaddrive and the clock drive move at the same rate then at threemilesianhour' the gear 202 would be traveling aty one-half the velocity ofthegear 199 and the disk 205 would travel at one-half the speedthat itwould have traveled if the vehicle had been standing still. In'otherwords, if the vehicle were driven constantly at the Vrate of three milesper hour for one hour, the waiting time counter would register one-halfhour,l

to six miles per hour, the paid waitin@V timev counter' 196 wouldregister thatrxproportion that should beV charged toA timeV consumedwhile traveling` at such a low rate of speed. If the gear 199 istraveling at the same rate of speed as the gear 202, which wouldordinarily be about six miles an hour, the planet gears 203 would simplyrotate on their,y axes without rotating the disk 205 and nowaiting timewould, therefore, be registered. 1f

\ the gear 202 is traveling fasterithan'the gear If, for instance,at sixmiles per 199 thepavvls208 Vwill `over-run the teethr'of the ratchet 209without imparting any mo tion to the cam 211. A holding ratchet 212 maybe secured tothe cam 211 and retained in position soV as topreventreverse rotation by meansof a pawl 213 mounted on a pin 214. The cam 211operates an arm 215 mounted on a shaft 216 which carries a crank arm 217having a beveled extremity which engages a slide 218 carrying` a pawl219 which engages the ratchet 220 of the units disk of the counter 196.V

YVThe resetting means for the fare drums has heretofore been described.It is not necessary to reset the shaft 33 butl it is necessary to resetthe jumping camv 62v thereon. The flag shaft 91 carries a cam 221 whichengages a'roller'222mounted on a lever 223 pivoted` on a shaft 224,which lever carries a sector gear 225'which meshes with a'gear 227rotata-bly mount-ed on the shaft 33 and integral with a ratchet 228.Apawl 229 is carried by the cam 62 and engages the-.ratchet 228.

A lever 240 is mounted on a stud shaft 241 When the Hag is in .Vacantposition ,theV

parts are as shown in Figs. 10 and 16. As the iiag'is rotated to rsttariff position the cams 221and 245 engage the rollers 222 and 242,rotating lthe ratchet 228 in a counterclockwise direction and shortlythereafter removing the lever 240 out of engagement with the lug 244.Thismovement of the sector gear 225 imparts no rotation to the cam 62for the pawl 229 over-runs the teeth of the ratchet 228 and the lug 244holds the cam against rotation Vin a clockwise direction as viewed inFig, 10. By the time the flag shaft has been moved to its lirst tariposition the spring 226 is under tension andthe jumping cam is free ofall interference from the resetting mechanism and ymay be driven byeither the clock or a moving part of the vehicle. VIf the flag shouldlater be moved to its 1350 or 130o position, the resetting mechanism`would inno wise be affected. lVhen, however, Vthe flag is returned toVacant position'the cam 245' passes beyond the roller 242 and permitsthe lever 240 to move by gravity, or by means of a spring if desired, sothat the shoulder 243 is ina position to rotate the lug 244.,`Immediately thereafter thefcam 221 passes beyond the roller 222 and thespring 226rotates the sector gear 225 and ratchet 228 which engages thepawl 229 and rotates the jumping cam 62 until the lug 244 engages theshoulder 243 which is its reset position.

It is desirable to have the winding key 230 for the clock removable sothat the mechanism can be disassembled and at the same time it isdesirable to have the key locked into the machine so that it cannot heremoved and thrown away or lost. The key L30 is normally attached ,tothe square winding shaft 231i of the clock. A sliding plate 232, whichis in effect a locking plate, is provided with pins 233 which extendthrough slots 234 in the casing, which sliding plate is normally pulleddownwardly by means of a spring 235. The sliding plate 232 is spaced ashort distance from the outer wall 41. In order to insert the key it isnecessary to pass an instrument through the aperture 236 in the base soas to reach the lower end of the sliding plate 232 and raise the sameagainst the tension of the spring 235 so that a circular opening 237 inthe sliding plate 232 will be in approximately the position of acircular ring 238 of the same shape carried by the key. This circularring passes through the opening 237. If the instrument is then removedthe spring 235 will move the plate 232 downwardly locking the ring 23Sof the key in position so that it cannot be removed unless the plate 232is again raised. In order to prevent access to the plate 232 I fill theaperture 236 with any suitable means such as a piece of lead 239.

I claim:

1. In a double tariff taximeter, a flag shaft, a cam on said shaft, alost motion mechanism mounted on said shaft, a driving mechanism, ashiftinfT lever for varying the rate of drive and having two operativepositions, and means operatively connecting said lever to said cam andlost motion mechanism whereby said lever is snapped into either of itstwo operative positions.

2. In a double tariff taximeter, a flag shaft, a cam and a lost motionmechanism mounted on said shaft, a disk having apertures mounted on saidlost motion mechanism, a driving mechanism, a. shifting lever forvarying the rate of drive and having two operativeposi tions, and meanswhereby the upper end of said lever is caused to be snapped through oneof said apertures when the flag is moved from one operative position toanother.

In a double tariff taximeter. a flag shaft, a cani on said shaft, a lostmotion mechanism mounted on said shaft, a shifting lever, meansoperatively connecting said lever to said cam and lost motion mechanismwhereby said lever is snapped into either of its two operativepositions, a plurality of gear trains, a driven member, and meanswhereby said lever connects either of said gear trains to said drivenmember.

et. In a taximeter, a Hag shaft, a ratchet thereon having teethextending in one direc tion around a` part of its circumference andteeth extending in the opposite direction around the remainder of itscircumference, a double-nosed pawl surrounding said ratch- BRUCE I-I.TINGL'EY.

